CN114162103B - Electric brake control system and railway vehicle - Google Patents
Electric brake control system and railway vehicle Download PDFInfo
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- CN114162103B CN114162103B CN202111661916.8A CN202111661916A CN114162103B CN 114162103 B CN114162103 B CN 114162103B CN 202111661916 A CN202111661916 A CN 202111661916A CN 114162103 B CN114162103 B CN 114162103B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
Abstract
The application relates to an electric brake control system and a railway vehicle. The electric brake control system comprises a locomotive brake unit and a locomotive unit; the locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit which are sequentially connected, the first LONWORKS power carrier communication circuit is used for being connected with each vehicle control unit of the railway vehicle through a train bus, and the first control circuit is further connected with the locomotive unit. The locomotive unit is used for generating a brake control instruction according to the handle action signal of the driver controller; the first control circuit is used for receiving a brake control command; the first LONWORKS power carrier communication circuit is used for loading a brake control instruction to a train bus so as to transmit the brake control instruction to each vehicle control unit; the first LONWORKS power carrier circuit is also used for receiving feedback information sent by each vehicle control unit through a train bus; the first control circuit is also used for monitoring the working state of each vehicle control unit according to each feedback information.
Description
Technical Field
The application relates to the technical field of railway vehicles, in particular to an electric brake control system and a railway vehicle.
Background
The braking technology is one of the key technologies of the railway freight car, and the development level of the braking technology determines train formation, operation safety performance, operation efficiency and operation and maintenance performance. At present, a railway wagon is mainly braked by adopting an air brake mode, a brake control system of the railway wagon mainly adopts a mechanical pneumatic valve to brake and control a train, the train braking and speed regulating functions are realized by taking air waves as train control signals, and the air pressure of a vehicle brake is controlled by the variation and speed of the air pressure so as to control the braking force.
Due to the delay of the influence of the air wave transmission pipeline resistance and the train length, the front and rear train motions are asynchronous when the train brakes and relieves, the longitudinal impulse of the train is large, and safety accidents such as hook breakage, derailment and the like are easily caused. Meanwhile, since the air compression and mechanical pneumatic brake needs a certain time to establish air pressure in the braking force generating process, the train braking distance is long, and the train running speed is difficult to further increase.
With the progress of technology, an electric braking system is currently available, that is, electric energy is used as a braking energy source to realize train braking. However, the inventor researches to find that the lack of an electric brake control system for controlling the electric brake system reduces the operational reliability of the electric brake system.
Disclosure of Invention
In order to solve the above technical problems, it is necessary to provide an electric brake control system and a railway vehicle for reliably controlling the electric brake system, so as to improve the safety and reliability of train operation.
An electric brake control system, the system comprising a locomotive brake unit and a locomotive unit; the locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit which are sequentially connected, the first LONWORKS power carrier communication circuit is used for being connected with each vehicle control unit of a railway vehicle through a train bus, and the first control circuit is also connected with the locomotive unit;
the locomotive unit is used for generating a brake control instruction according to a handle action signal of a driver controller; the first control circuit is used for receiving the brake control instruction; the first LONWORKS power carrier communication circuit is used for loading the brake control instruction to the train bus so as to transmit the brake control instruction to each vehicle control unit;
the first LONWORKS power carrier circuit is also used for receiving feedback information sent by each vehicle control unit through the train bus; the first control circuit is further used for monitoring the working state of each vehicle control unit according to each feedback information.
In one embodiment, the locomotive unit further comprises a locomotive identification module, the locomotive identification module being connected to the first control circuit;
the locomotive identification module is used for acquiring locomotive information through the first control circuit and storing the locomotive information.
In one embodiment, the locomotive control module comprises a first CAN transceiver, the locomotive identification module comprises a second CAN transceiver, second control circuitry and storage circuitry; the first CAN transceiver is connected with the second CAN transceiver, and the second CAN transceiver, the second control circuit and the storage circuit are sequentially connected;
the second control circuit is used for receiving the locomotive information through the second CAN transceiver and transmitting the locomotive information to the storage circuit; the storage circuit is used for storing the locomotive information.
In one embodiment, the electric brake control system further includes a train power supply unit, where the train power supply unit is used to connect the first LONWORKS power carrier communication circuit and each vehicle control unit via the train bus respectively;
the first control circuit is used for generating a voltage control instruction; the first LONWORKS power carrier communication circuit is used for loading the voltage control instruction on the train bus; and the train power supply unit is used for receiving the voltage control instruction through the train bus and adjusting the output voltage according to the voltage control instruction.
In one embodiment, the train power supply unit comprises a power supply control circuit and a train power supply which are connected in sequence;
the power supply control circuit is used for connecting the train bus, receiving the voltage control instruction through the train bus and adjusting the output voltage of the train power supply according to the voltage control instruction; the train power supply is connected with the train bus and used for loading the output voltage on the train bus.
In one embodiment, the power control circuit comprises a third control circuit and a second LONWORKS power carrier communication circuit which are connected in sequence, the second LONWORKS power carrier communication circuit is used for connecting the train bus, and the third control circuit is further connected with the train power supply;
the third control circuit is used for receiving the voltage control command through the second LONWORKS power carrier communication circuit and adjusting the output voltage of the train power supply according to the voltage control command.
In one embodiment, the train power supply unit further comprises a third CAN transceiver connected between the power supply control circuit and the train power supply.
In one embodiment, the locomotive control module further comprises a fourth CAN transceiver and 485 communication circuit;
the fourth CAN transceiver is connected between the first control circuit and the locomotive unit, and the 485 communication circuit is connected between the first control circuit and the locomotive unit.
In one embodiment, the first control circuit is further configured to determine a fault condition of the railway vehicle based on each of the feedback information and output the fault condition to the locomotive brake unit.
A railway vehicle comprises the electric brake control system.
The electric brake control system and the railway vehicle comprise a locomotive brake unit and a locomotive unit, wherein the locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit which are sequentially connected, the first LONWORKS power carrier communication circuit is also used for being connected with each vehicle control unit of the railway vehicle through a train bus, and the first control circuit is also connected with the locomotive unit. The locomotive brake unit is used for generating a brake control instruction according to a handle action signal of a driver controller, the first control circuit is used for receiving the brake control instruction, and loading the brake control instruction onto a train bus through the first LONWORKS power carrier communication circuit so as to transmit the brake control instruction to each vehicle control unit. The first control circuit is also used for receiving feedback information sent by each vehicle control unit through the first LONWORKS power carrier circuit and monitoring the working state of each vehicle control unit according to the feedback information. On one hand, the brake control instruction can be transmitted between the locomotive brake unit and each vehicle control unit through an LONWORKS bus technology, and the feedback information can be transmitted between each vehicle control unit and the first control circuit, so that the accurate transmission of the brake control instruction and the feedback information can be ensured, and the reliability of the electric brake system is improved. On the other hand, the first control circuit can monitor each vehicle control unit according to each feedback information so as to avoid the problems of out-of-control braking, unstable braking and the like caused by the failure of the vehicle control unit, and further improve the reliability of the electric braking system.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments or the conventional technologies of the present application, the drawings used in the description of the embodiments or the conventional technologies will be briefly introduced below, it is obvious that the drawings in the description below are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is one of schematic block diagrams of an electric brake control system in one embodiment;
fig. 2 is a second schematic block diagram of an electric brake control system according to an embodiment.
Detailed Description
To facilitate an understanding of the present application, the present application will now be described more fully with reference to the accompanying drawings. Embodiments of the present application are set forth in the accompanying drawings. This application may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
It will be understood that, as used herein, the terms "first," "second," and the like may be used herein to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first resistance may be referred to as a second resistance, and similarly, a second resistance may be referred to as a first resistance, without departing from the scope of the present application. The first resistance and the second resistance are both resistances, but they are not the same resistance.
It is to be understood that "connection" in the following embodiments is to be understood as "electrical connection", "communication connection", and the like if the connected circuits, modules, units, and the like have communication of electrical signals or data with each other.
As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises/comprising," "includes" or "including," etc., specify the presence of stated features, integers, steps, operations, components, parts, or combinations thereof, but do not preclude the presence or addition of one or more other features, integers, steps, operations, components, parts, or combinations thereof. Also, as used in this specification, the term "and/or" includes any and all combinations of the associated listed items.
In one embodiment, as shown in fig. 1, an electric brake control system is provided, which is a locomotive brake control system for electronically controlling a railway vehicle to operate a train and for wired communication control, for controlling the electric brake system. The electric braking system is a braking system which takes electric energy as a braking energy source.
Specifically, the electric brake control system includes a locomotive brake unit and a locomotive unit. The locomotive brake unit can be an existing locomotive control unit and is used for generating a brake control command according to the handle action signal of the driver controller. When a train driver implements actions such as braking and/or relieving through an existing locomotive driver controller, the locomotive braking unit can generate and output a corresponding braking control command.
The locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit, the first control circuit is respectively connected with the locomotive unit and the first LONWORKS power carrier communication circuit, and the first LONWORKS power carrier communication circuit is used for being connected with a train bus. The first control unit can be communicated with each network device of the train bus through the first LONWORKS power carrier communication circuit and can receive, store and process information transmitted by other connected equipment on the train bus.
Specifically, the first control circuit may receive a brake control command output by the locomotive brake unit according to the handle action signal of the driver controller, and transmit the received brake control command to the first LONWORKS power carrier communication circuit. The first LONWORKS power carrier communication circuit is used for loading a brake control instruction on the train bus so as to transmit the brake control instruction to each vehicle control unit, so that each vehicle control unit can respond to a driver controller handle action signal. Each vehicle control unit is used for controlling the corresponding electric brake mechanism so as to enable the electric brake mechanism to apply braking force to the railway vehicle.
The first LONWORKS power carrier circuit is also used for receiving feedback information sent by each vehicle control unit through a train bus and transmitting the received feedback information to the first control circuit. The first control circuit is also used for monitoring the working state of each vehicle control unit according to each feedback information so as to obtain the state and fault feedback information of each vehicle control unit. Further, the first control circuit may feed back monitoring conditions to the existing locomotive brake unit as needed. In one embodiment, the first control circuit is further configured to determine a fault condition of the railway vehicle based on the feedback information and output the fault condition to the locomotive brake unit.
In one embodiment, the locomotive control module is used as a core of the locomotive unit, and is configured to identify and configure all network devices, send guidance messages at regular time, receive storage device status information, monitor train tail unit guidance messages, control train power output voltage by controlling a train power controller, perform command interaction with a locomotive braking system, perform detection processing and recovery of faults of the electric braking system, and perform functions such as train diagnosis, storage of device status data and fault data.
In one embodiment, the first control circuit can complete the receiving and sending of the train network message through the first LONWORKS power carrier communication circuit.
The electric brake control system comprises a locomotive brake unit and a locomotive unit, wherein the locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit which are sequentially connected, the first LONWORKS power carrier communication circuit is also used for being connected with each vehicle control unit of a railway vehicle through a train bus, and the first control circuit is also connected with the locomotive unit. The locomotive brake unit is used for generating a brake control instruction according to a handle action signal of a driver controller, the first control circuit is used for receiving the brake control instruction, and loading the brake control instruction onto a train bus through the first LONWORKS power carrier communication circuit so as to transmit the brake control instruction to each vehicle control unit. The first control circuit is also used for receiving feedback information sent by each vehicle control unit through the first LONWORKS power carrier circuit and monitoring the working state of each vehicle control unit according to the feedback information. On one hand, the brake control instruction can be transmitted between the locomotive brake unit and each vehicle control unit through an LONWORKS bus technology, and the feedback information can be transmitted between each vehicle control unit and the first control circuit, so that the accurate transmission of the brake control instruction and the feedback information can be ensured, and the reliability of an electric brake system is improved. On the other hand, the first control circuit can monitor each vehicle control unit according to each feedback information so as to avoid the problems of out-of-control braking, unstable braking and the like caused by the failure of the vehicle control unit, and further improve the reliability of the electric braking system.
In one embodiment, as shown in FIG. 2, the locomotive unit further includes a locomotive identification module coupled to the first control circuit. Specifically, the locomotive identification module is used for acquiring locomotive information through the first control circuit and storing the locomotive information. The locomotive information includes, but is not limited to, locomotive static information and locomotive dynamic information. The locomotive identification module is communicated with the locomotive control module, so that locomotive information can be acquired and backup-stored, and even if the locomotive control module has the problem of locomotive information loss, information can be recovered from the locomotive identification module, so that the reliability of train operation is further improved.
In one embodiment, as shown in FIG. 2, the locomotive control module may include a first CAN transceiver. The locomotive identification module may include a second CAN transceiver, a second control circuit, and a memory circuit. The first CAN transceiver is connected with the second CAN transceiver, the second CAN transceiver is connected with the second control circuit, and the second control circuit is connected with the storage circuit. Specifically, the first control circuit and the second control circuit communicate with each other through the CAN transceiver, in other words, the first control circuit may transmit the locomotive information to the second control circuit through the first CAN transceiver and the second CAN transceiver in sequence. The second control circuit may transmit the received locomotive information to the storage circuit and store the locomotive information through the storage circuit. Therefore, even if the locomotive control module has the problem of locomotive information loss, information can be recovered from the locomotive identification module, so that the reliability of train operation is further improved.
In one embodiment, the locomotive identification module may be provided with a memory chip, specifically including a current pulse detection circuit, an external memory circuit (EEPROM), a CAN circuit, a main control CPU, and the like. The other 1 path of CAN communication is used for communicating with the locomotive control module and storing the backup of the locomotive information. The current pulse detection circuit is used for train sequencing.
In one embodiment, as shown in fig. 2, the electric brake control system may further include a train power supply unit for supplying power to the train, i.e., providing operating voltage for the railway vehicle. The train power supply unit is used for being respectively connected with the first LONWORKS power carrier communication circuit and each vehicle control unit through a train bus. Specifically, the first control circuit is configured to generate a voltage control command. The first LONWORKS power carrier communication circuit is used for loading a voltage control command on a train bus. The train power supply unit is used for receiving the voltage control instruction through the train bus and adjusting the output voltage according to the voltage control instruction. Therefore, the output voltage of the train power supply unit can be controlled by the locomotive control module, and the applicability can be further improved.
In one embodiment, the locomotive identification module may include a 1-way power interface for interfacing with a train power supply unit.
In one embodiment, the train power supply unit comprises a power supply control circuit and a train power supply which are connected in sequence. The power control circuit may be a network device connected to the train bus communication network for operating and controlling the train bus power supply in response to a brake control command from the locomotive brake unit. The train power supply is a dc power supply for the electric brake system and supplies power to all connected devices in the network through the train bus.
Specifically, the power control circuit is used for connecting a train bus, and the train power is connected with the train bus. The power supply control circuit is used for receiving the voltage control instruction through the train bus and adjusting the output voltage of the train power supply according to the voltage control instruction. The train power supply is used for applying an output voltage to a train bus. Therefore, the output voltage of the train power supply can be adjusted through the power supply control circuit, the output voltage can be adjusted, and the applicability can be improved.
In one embodiment, the power control circuit comprises a third control circuit and a second LONWORKS power carrier communication circuit which are connected in sequence, the second LONWORKS power carrier communication circuit is used for connecting a train bus, and the third control circuit is further connected with a train power supply. Specifically, the second LONWORKS power carrier communication circuit can realize train network communication and power supply to the train bus. And the third control circuit is used for receiving the voltage control command through the second LONWORKS power carrier communication circuit and adjusting the output voltage of the train power supply according to the voltage control command. In one embodiment, the second LONWORKS power carrier communication circuit is further connectable to a train power source such that the train power source provides power to the train bus via the LONWORKS power carrier interface.
In one embodiment, the train power supply unit further comprises a third CAN transceiver connected between the power control circuit and the train power supply, such that data communication is performed between the train power supply and the power control circuit through the CAN. In one embodiment, the train power supply unit may further include a fifth CAN transceiver, and the power supply control circuit may be connected to the first control circuit via the fifth CAN transceiver to communicate with the locomotive control module.
In one embodiment, the train power supply unit may further include a power supply interface to supply power to itself through the power supply interface.
In one embodiment, the hardware circuit of the train power supply unit may include a power conversion power supply circuit, a second LONWORKS power carrier communication circuit, a master CPU circuit, a CAN communication circuit, and the like. The train power supply unit is communicated with the locomotive control module through a train bus, and the output voltage of the train power supply unit is controlled by the locomotive control module. In the example, the vehicle-mounted power supply is communicated with a locomotive control module through a CAN communication circuit, is used for train network communication through a LONWORKS power carrier circuit and provides DC 24V voltage for a train bus, and provides a DC 110V power supply interface for self power supply.
In one embodiment, the locomotive control module further includes a fourth CAN transceiver and 485 communication circuitry. The fourth CAN transceiver is connected between the first control circuit and the locomotive unit, and the 485 communication circuit is connected between the first control circuit and the locomotive unit. Specifically, the locomotive control module CAN cooperate with the locomotive brake unit through the fourth CAN transceiver, and when a driver implements braking and/or relieving through the driver controller, the locomotive control module CAN acquire a braking control command output by the locomotive brake unit through the fourth CAN transceiver or the 485 communication circuit.
In one embodiment, the hardware circuit of the locomotive control module mainly comprises a master control CPU, a CAN circuit, a LONWORKS power carrier communication circuit, a constant current source circuit and the like. The locomotive control module provides a signal interface for the locomotive brake unit and the train brake unit to be matched with each other, information interaction with the locomotive brake unit and the locomotive identification module is realized through the CAN transceiver, receiving and sending of a train network message are completed through the LONWORKS power carrier communication circuit, a guide message is sent at regular time, a train tail unit is monitored and listed as a message, static and dynamic data of all equipment in the network are read and stored through the main control CPU, static and dynamic data information of each equipment is recorded, and train fault detection, judgment and processing are completed.
In one embodiment, the present application further provides a railway vehicle comprising an electric brake system and the electric brake control system of any of the above embodiments for controlling the electric brake system.
Further, the electric brake system may include an electric brake cylinder mechanism, and the electric brake cylinder mechanism may include a dc servo motor, a cylinder cover, a cylinder body, a worm wheel, a worm, a screw, a conversion nut, an outer sleeve, a telescopic rod, a screw head, and the like. The multifunctional electric brake cylinder has the functions of automatic braking, automatic relieving, electric control manual braking, electric control manual relieving, mechanical manual braking, mechanical manual relieving, automatic parking and the like, and the stable and accurate output force is ensured through the servo motor so as to cancel a brake adjuster. The automatic parking function is realized by utilizing the unidirectional self-locking characteristic of the worm wheel and the worm, and the automatic and mechanical manual operation functions are realized by utilizing the bidirectional extending rotating shaft.
In the description herein, references to the description of "some embodiments," "other embodiments," "desired embodiments," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, a schematic description of the above terminology may not necessarily refer to the same embodiment or example.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. An electric brake control system, comprising a locomotive brake unit, a locomotive unit and a train power supply unit; the locomotive unit comprises a locomotive control module, the locomotive control module comprises a first control circuit and a first LONWORKS power carrier communication circuit which are sequentially connected, the first LONWORKS power carrier communication circuit is used for being connected with each vehicle control unit of a railway vehicle through a train bus, and the first control circuit is also connected with the locomotive brake unit;
the locomotive braking unit is used for generating a braking control instruction according to a handle action signal of a driver controller; the first control circuit is used for receiving the brake control instruction; the first LONWORKS power carrier communication circuit is used for loading the brake control instruction to the train bus so as to transmit the brake control instruction to each vehicle control unit;
the first LONWORKS power carrier communication circuit is also used for receiving feedback information sent by each vehicle control unit through the train bus; the first control circuit is also used for monitoring the working state of each vehicle control unit according to each feedback information;
the train power supply unit is used for being connected with the first LONWORKS power carrier communication circuit and each vehicle control unit through the train bus respectively;
the first control circuit is used for generating a voltage control instruction; the first LONWORKS power carrier communication circuit is used for loading the voltage control instruction on the train bus; and the train power supply unit is used for receiving the voltage control instruction through the train bus and adjusting the output voltage according to the voltage control instruction.
2. The electric brake control system of claim 1, wherein the locomotive unit further comprises a locomotive identification module, the locomotive identification module being coupled to the first control circuit;
the locomotive identification module is used for acquiring locomotive information through the first control circuit and storing the locomotive information.
3. The electric brake control system of claim 2, wherein the locomotive control module comprises a first CAN transceiver, the locomotive identification module comprises a second CAN transceiver, a second control circuit, and a memory circuit; the first CAN transceiver is connected with the second CAN transceiver, and the second CAN transceiver, the second control circuit and the storage circuit are sequentially connected;
the second control circuit is used for receiving the locomotive information through the second CAN transceiver and transmitting the locomotive information to the storage circuit; the storage circuit is used for storing the locomotive information.
4. The electric brake control system of claim 1, wherein the train power supply unit includes a power supply control circuit and a train power supply connected in series;
the power supply control circuit is used for connecting the train bus, receiving the voltage control instruction through the train bus and adjusting the output voltage of the train power supply according to the voltage control instruction; the train power supply is connected with the train bus and used for loading the output voltage on the train bus.
5. The electric brake control system of claim 4, wherein the power control circuit comprises a third control circuit and a second LONWORKS power carrier communication circuit connected in series, the second LONWORKS power carrier communication circuit for connecting to the train bus, the third control circuit further connected to the train power supply;
the third control circuit is used for receiving the voltage control command through the second LONWORKS power carrier communication circuit and adjusting the output voltage of the train power supply according to the voltage control command.
6. The electric brake control system according to claim 5, wherein the train power supply is connected to a third control circuit, the third control circuit adjusts an output voltage of the train power supply according to the voltage control command, and the train power supply is connected to the train bus and configured to apply the output voltage to the train bus.
7. The electric brake control system of claim 4, wherein the train power supply unit further includes a third CAN transceiver connected between the power supply control circuit and the train power supply.
8. The electric brake control system of any one of claims 1 to 7, wherein the locomotive control module further comprises a fourth CAN transceiver and 485 communication circuitry;
the fourth CAN transceiver is connected between the first control circuit and the locomotive brake unit, and the 485 communication circuit is connected between the first control circuit and the locomotive brake unit.
9. Electric brake control system according to one of claims 1 to 7,
the first control circuit is further used for judging the fault state of the railway vehicle according to the feedback information and outputting the fault state to the locomotive brake unit.
10. A railway vehicle, characterized by comprising an electric brake control system according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111661916.8A CN114162103B (en) | 2021-12-30 | 2021-12-30 | Electric brake control system and railway vehicle |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111661916.8A CN114162103B (en) | 2021-12-30 | 2021-12-30 | Electric brake control system and railway vehicle |
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| CN114162103A CN114162103A (en) | 2022-03-11 |
| CN114162103B true CN114162103B (en) | 2022-12-16 |
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| WO2014166070A1 (en) * | 2013-04-09 | 2014-10-16 | Jian Lian | Rail transport information technology central control system and control method thereof |
| CN104590311A (en) * | 2014-12-09 | 2015-05-06 | 南车株洲电力机车有限公司 | Railway locomotive braking system control device and method |
| CN108944880A (en) * | 2018-06-29 | 2018-12-07 | 中车长江车辆有限公司 | A kind of electrical brake system, railway freight-car and its braking method |
| WO2020060552A1 (en) * | 2018-09-20 | 2020-03-26 | New York Air Brake Llc | Brake redundancy in a locomotive consist |
| CN111824094A (en) * | 2020-07-30 | 2020-10-27 | 中车大同电力机车有限公司 | Braking system for train and train |
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2021
- 2021-12-30 CN CN202111661916.8A patent/CN114162103B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014166070A1 (en) * | 2013-04-09 | 2014-10-16 | Jian Lian | Rail transport information technology central control system and control method thereof |
| CN104590311A (en) * | 2014-12-09 | 2015-05-06 | 南车株洲电力机车有限公司 | Railway locomotive braking system control device and method |
| CN108944880A (en) * | 2018-06-29 | 2018-12-07 | 中车长江车辆有限公司 | A kind of electrical brake system, railway freight-car and its braking method |
| WO2020060552A1 (en) * | 2018-09-20 | 2020-03-26 | New York Air Brake Llc | Brake redundancy in a locomotive consist |
| CN111824094A (en) * | 2020-07-30 | 2020-10-27 | 中车大同电力机车有限公司 | Braking system for train and train |
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